Railway car truck bolster



Nov. 20, 1951 c. L. ORR

RAILWAY CAR TRUCK BOLSTER 7 Sheets-Sheet 1 Filed Dec. '7, 1944 Nov. 20, 1951 c. L. ORR 2,575,888

RAILWAY CAR TRUCK BOLSTER Filed Dec. '7, 1944 '7 Sheets-Sheet 2 Nov. 20, 1951 c. L. ORR

RAILWAY CAR TRUCK BOLSTER 7 Sheets-Sheet 3 Filed Dec. 7, 1.944

Nov. 20, 1951 c. L. ORR 2,575,888

RAILWAY CAR TRUCK BOLSTER Filed Dec. 7, 1944 7 Sheets-Sheet 4 Nov. 20, 1951 c. ORR

RAILWAY CAR TRUCK BOLSTER Filed Dec. '7, 1944 7 Sheets-Sheet 5 Nov. 20, 1951 c. L. ORR

RAILWAY CAR TRUCK BOLSTER 7 Sheets-Sheet 6 grwe/wto a C LOW/ Filed Dec. '7, 1944 Nov. 20, 1951 c. L. ORR

RAILWAY CAR TRUCK BOLSTER 7 Sheets-Sheet 7 Filed Dec. 7, 1944 fiatented Nov. 20, 951

RAILWAY CAR TRUCK BOLSTER Claude L. Orr, Columbus, Ohio, assignor to The Bu key Steel O o Castings Company, Golumbus Application December 7, 1944, Serial N 0. 566,988

This invention relates to improvements in railway car trucks and more particularly to a novel bolster for such trucks,

The primary object of the invention i to, provide a bolster structure for six wheel trucks, or the like, and lu n in. a sin le. in e r m ta cast n part f t e bo s er s t m hich. ha e heretofore been made generally in three pieces, name y a enter b ls er and tw stcrs 1 J Anothe qbie a e uce the w i h f su h. a bo svst hy l mi a in hes e a ins parts or the center; and transverse bolsters and by taking advantage of other economies in weight made possible by the novel integral cone struction. H i

A further object is to simplify the manufacture of the bolster ensembleby reducing the number of parts to be handled, and by the (slim.- ination of machine work required on the threepiece system at the points where they bear upon each other. I 8

Still another object is tofproduce alone-piece bolster having spring bearingsurfac'es which will remain at all times in fixed predetermined relationship with each other and the center plate surface, particularly [with regard to squareness nd t nt l p e 1 the h arins uri a es Although the invention is. particularly adapted for six wheel trucks, itisequ al'ly suitable for application to trucks having a greater number of" wheels, as for example; an eight wheel truck. The invention is hereinafter described in connection with a six wheel truck and is illustrated in the accompanying drawings in which:

Fig. Us a top plan view of a railway car; truck provided with one form or the improved bolster and with certain parts broken-away and with others omitted to facilitate illustration.

Fig. 2 is a side elevation. l r v 1 i Fig 3 is a longitudinal vertical sectional view onthe line 3-3 of Fig. 1. a

Fig. 4 is a transverse vertical sectional view on the line 4-4 of Fig. l; l l

Fig. 5 is an enlarged top plan view ofone form of the bolster, partially broken away.

Fig. 6 is a side elevation of the same.-

Fig. 7 is a vertical longitudinal sectional view n h line 1- Q E 's- Fi s. 8, and. 9 ar v rt cal sectional views re??- e ti l or de ail n t e in s .a and, +9, respectively, of Fig. 5. f

F 0 is an nd e eva i n par r nsverse et e -l e on, he ction. bein aken. 9a the linel 0-lll of Fig. 5. i

3 Claims. (Cl. 105-229) Fig. 11 is a vertical sectional view of a detail on the line ll.-Il of Fig. 5.

Fig. 12 is a fragmentary top plan view of a modification.

Referring to Figs. 1 to 4, inclusive, l3 designates the wheels of a six wheel car truck, which wheels support end axles l4 and an intermediate axle I5.

The axles support the side frame systems l6 comprising side frames 136a iournalled on the ends of the end axles l4 and overlapping at their inner ends. The inner ends are pivotally connected at 612 to oppositely extending arms of equalizer members I rotatably mounted upon the ends of the intermediate axle IS. The side frames lBa have bolster openings IT for the accommodation of spring groups I8 which support the ends IQ of arms 20 of my improved bolster 2| each arm having inner and outer lugs 22 and 23 which slidably engage the bolster guide columns 24 of the side frames.

It may be seen from Figs. 1 and 5 that the bolster is generally H-shaped in plan with the legs 25 extending transversely of the truck and resting at their ends upon the springs 98 which, in turn, rest upon the spring seats 26 of the side frames. It will be evident that the, H -shape well adapted in use for trucks of this type, because it provides space between the legs 25 for the center wheels l3 and their associated brake parts, While at the same time, the legs are narrow enough to pass between the center and end, wheels without requiring an excessively long wheel base truck. This is, also, facilitated by arranging the arms 20 at the outer ends of the.

l legs in diverging relation at each side of the truck.

The bolster, as shown in detail in Figs. 5 to, ll. inclusive, comprises a central plate 21 provided at its top with a center bearing 28, these portions being supported by a transversely extending beam 29 having deep Opposite side portions 30, and a more shallow central portion 3|. Each part 30 extends transversely and is preferably provided with substantially parallel side walls 32, and the inner walls 32 are joined by an inverted U-shaped web 33 formed at the bottom of the part 3|, so as to provide clearance for the medial axle l5 when the bolster is used on asix wheel truck. The beam 29 merges; at its ends with longitudinal beams 34 having integral, side bearing tables 35, At each end, the beams 34 merge with and are supported, by the beams which form the legs. 25. Each end of each leg 25 is shaped, as indicated at 36 in Fig. 6, to rest on the springs I8. The beams 29, 35!, arid 34, as well as the beams forming the legs 25, are all preferably formed substantially as box sections.

A novel arrangement of internal ribbing is used at each point where beams 34 join the legs 25. The inner side walls of the beams forming said legs are omitted across the width of the beams 34 for manufacturing reasons. In order to compensate-in the strength of the leg beams 25 for this discontinuity of side wall, a vertical rib 31 is provided in each beam 25 at each intersection with beams 34, and these ribs 31 are integral with the top and bottom of the beams 25 and are arranged substantially parallel to the side walls of the latter. A similar central rib 38 is provided partially in each beam 34 and partially in each beam 25 and extends to the outer wall of the latter where it merges into said Wall, as indicated at 39. Each rib 31 intersects one of the ribs 38, as indicated'at All, to form a crossshaped reinforcement within the bolster structure and each rib 38 connects the tops of the beams 34 and 25, to the bottoms thereof. Ribs 38 serve to carry a portion of the vertical load from the beams 3a to the outer side walls of the leg beams 25, thereby producing a more desirable loading of the latter than would otherwise be obtained without the use of such ribs.

Other vertical ribs 4! are provided in each arm 20 substantially midway between the side walls thereof, and these ribs are integral with the tops and bottoms of the arms.

The above described integral bolster structure provides ample space for the provision of brackets, such as 42 and 53, for application of brake parts in symmetrical arrangement so as to avoid twisting forces upon the bolster structure. Although not illustrated, the bolster is also adapted to the application of integral brackets for supporting cylinders of brake mechanism, where such applications are desired.

In the alternate construction shown in Fig. 12, the bolster is substantially X-shaped in plan View, and the central portion is similar to that described in connection with Figs. to 11, inclusive, in that the central plate 44 supports a center bearing 45 and both are carried by a transverse beam having substantially parallel vertical walls it. Beams 25 of the H-bolster, however, are eliminated, and four legs are provided, having spring seats on the under sides of their outer ends and converging toward the center plate at their inner ends. The legs 4'1 merge with the longitudinally extending beams 48 and, each leg is preferabl provided with vertical ribbing 49 connecting its top and bottom and arranged substantially midway between the side walls or the like. The objects and advantages of this type of bolster are the same as those covered in detail for the H-shaped construction.

- While I have disclosed what I now consider to be preferred embodiments of the invention in such manner that they may be readily understood by those skilled in the art, I am aware that changes may be made in the details disclosed without departing from the spirit of the invention, as expressed in the appended claims:

What I claim and desire to secure by Letters Patent is:

1. In a bolster'for a railway car truck, a beam substantially box-shaped in section adapted to be arranged transversely of thetruck. including side walls and a top wall and a bottom wall, a beam extending longitudinally of the truck arranged substantially at right angles to the first beam, said longitudinal beam being substantially box-shaped in section having side walls and a top wall and a bottom wall, the top wall of the longitudinal beam adjacent the transverse beam lying in the horizontal plane of the top wall of the transverse beam and integral therewith, the bottom wall of the longitudinal beam adjacent the transverse beam lying in the plane of the bottom wall of the transverse beam and integral therewith, one side wall of the transverse beam being omitted across the width of the longitudinal beam, one side wall of the longitudinal beam being arcuate shaped adjacent the transverse beam and merging integrally with one side wall of the transverse beam, the other side wall of the longitudinal beam being arcuate shaped adjacent the transverse beam and merging integral with the contiguous side wall of the transverse beam, a vertically disposed rib joining the top and bottom walls of the transverse beam extending lengthwise thereof across the width of the longitudinal beam inwardly from the side walls of the transverse beam, and a vertically disposed rib joining the top and bottom walls of the longitudinal beam intersecting the first rib and extending across the transverse beam joining the top and bottom walls thereof.

'2. In a bolster for a railway car truck, a beam substantially box-shaped in section adapted to be arranged transversely of the truck including side walls and a top wall and. a bottom wall, a beam extending longitudinally of the truck arranged substantially at right angles to the first beam, said longitudinal beam being substantially box-shaped in section having side walls and a top wall and a bottom wall, the top wall of the longitudinal beam adjacent the transverse beam lying in the horizontal plane of the top wall of the transverse beam and integral therewith, the bottom wall of the longitudinal beam adjacent the transverse beam lying in the plane of the bottom wall of the transverse beam and integral therewith, the bottom wall of the longitudinal beam adjacent the transverse beam lying in the plane of the bottom wall of the transverse beam and integral therewith, one side wall of the transverse beam being omitted across the width of the longitudinal beam, one side wall of the longitudinal beam being arcuate shaped adjacent the transverse beam and merging integrally with one side wall of the transverse beam, the other side wall of the longitudinal beam being arcuate shaped adjacent the transverse beam and merging integral with the contiguous side wall of the transverse beam, a vertically disposed rib joining the top and bottom walls of the transverse beam extending lengthwise thereof across the width of the longitudinal beam inwardly from the-side walls of the transverse beam, a vertically disposed rib joining the top and bottom walls of the longitudinal beam intersecting the first rib and extending across the transverse beam joining the top and bottom walls thereof, and a. rib joining the top and bottom. walls of the transverse beam substantially midway between the side walls thereof.

3. In a bolster for a railway car truck, a beam substantially box-shaped in section adapted to be arranged transversely of the truck including side walls and a top wall and a bottom wall, a. beam extending longitudinally of the truck arranged substantially at right angles to the first beam, said longitudinal beam being substantially box-shaped in section having side walls and a top wall and a bottom wall, the top wall of the longitudinal beam adjacent the transverse beam lying in the horizontal plane of the top wall of the transverse beam and integral therewith, the bottom wall of the longitudinal beam adjacent the transverse beam lying in the plane of the bottom Wall of the transverse beam and integral therewith, one side wall of the transverse beam being omitted across the width of the longitudinal beam, one side wall of the 1ongitudinal beam adjacent the transverse beam merging integrally with one side wall of the transverse beam, the other side wall of the longitudinal beam contiguous with the transverse beam merging integral with the same side wall of the transverse beam, a vertically disposed rib joining the top and bottom walls of the transverse beam and extending across the width of the longitudinal beam substantially parallel to the side walls of the transverse beam, and a vertically disposed rib joining the top and bottom Walls of the longitudinal beam intersecting the first rib and extending across the transverse beam joining the top and bottom Walls thereof and merging with the remote side wall of the transverse beam.

CLAUDE L. ORR

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 734,637 Vanderbilt July 28, 1903 752,308 Stucki Feb. 16, 1904 796,733 Kiesel Aug. 8, 1905 7 836,474 Stucki Nov. 20, 1906 1,038,753 Howard Sept. 17, 1912 1,055,656 Richards Mar. 11, 1913 1,102,620 Westlake July 7, 1914 1,178,098 Pilcher Apr. 4, 1916, 1,213,252 Pilcher 1 Jan. 23, 1917 1,229,398 Barber et al. June 12, 1917 1,665,414 Johnson Apr. 10, 1928 1,733,875 Stertzbarh Oct. 29, 1929 1,740,150 Blunt Dec. 17, 1929 1,931,620 Ott Oct. 24, 1933 2,040,706 Orr May 12, 1936 2,074,299 Blunt Mar. 16, 1937 2,076,231 Glaenzer et a1 Apr. 6, 1937 2,088,142 Stertzbach et al. July 27, 1937 2,189,642 Stertzbach et al Feb. 6, 1940 

